WO2021197973A1 - Entraînement d'essieu - Google Patents

Entraînement d'essieu Download PDF

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Publication number
WO2021197973A1
WO2021197973A1 PCT/EP2021/057622 EP2021057622W WO2021197973A1 WO 2021197973 A1 WO2021197973 A1 WO 2021197973A1 EP 2021057622 W EP2021057622 W EP 2021057622W WO 2021197973 A1 WO2021197973 A1 WO 2021197973A1
Authority
WO
WIPO (PCT)
Prior art keywords
drive
housing
output shaft
axle
shaft
Prior art date
Application number
PCT/EP2021/057622
Other languages
German (de)
English (en)
Inventor
Günter Bittlingmaier
Original Assignee
Kessler & Co. Gmbh & Co. Kg
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Kessler & Co. Gmbh & Co. Kg filed Critical Kessler & Co. Gmbh & Co. Kg
Priority to CN202180025695.7A priority Critical patent/CN115397684A/zh
Priority to US17/915,150 priority patent/US20230113055A1/en
Priority to EP21716611.5A priority patent/EP4103419A1/fr
Publication of WO2021197973A1 publication Critical patent/WO2021197973A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H1/00—Toothed gearings for conveying rotary motion
    • F16H1/02—Toothed gearings for conveying rotary motion without gears having orbital motion
    • F16H1/04—Toothed gearings for conveying rotary motion without gears having orbital motion involving only two intermeshing members
    • F16H1/12—Toothed gearings for conveying rotary motion without gears having orbital motion involving only two intermeshing members with non-parallel axes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0806—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with a plurality of driving or driven shafts
    • F16H37/0813—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with a plurality of driving or driven shafts with only one input shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/021—Shaft support structures, e.g. partition walls, bearing eyes, casing walls or covers with bearings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/023—Mounting or installation of gears or shafts in the gearboxes, e.g. methods or means for assembly
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/038—Gearboxes for accommodating bevel gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/042—Guidance of lubricant
    • F16H57/0421—Guidance of lubricant on or within the casing, e.g. shields or baffles for collecting lubricant, tubes, pipes, grooves, channels or the like
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/048—Type of gearings to be lubricated, cooled or heated
    • F16H57/0493—Gearings with spur or bevel gears
    • F16H57/0495—Gearings with spur or bevel gears with fixed gear ratio
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/34—Locking or disabling mechanisms
    • F16H63/3416—Parking lock mechanisms or brakes in the transmission
    • F16H63/345—Parking lock mechanisms or brakes in the transmission using friction brakes, e.g. a band brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/001—Arrangement or mounting of electrical propulsion units one motor mounted on a propulsion axle for rotating right and left wheels of this axle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H2057/02034—Gearboxes combined or connected with electric machines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H2057/02039—Gearboxes for particular applications
    • F16H2057/02043—Gearboxes for particular applications for vehicle transmissions
    • F16H2057/02052—Axle units; Transfer casings for four wheel drive

Definitions

  • the invention relates to an axle drive for a vehicle with at least one drivable vehicle axle oriented transversely to a longitudinal direction of the vehicle.
  • an axle drive In principle, however, there is the problem with an axle drive that the installation space in the area of the vehicle axle or below the vehicle is extremely limited and a compact design of the axle drive is therefore required. Accordingly, efforts are always made both to limit the number of components of the axle drive and to achieve the most space-saving arrangements of these components.
  • a brake and, in particular, a parking brake in order to provide a parking function and ensure a safe standstill of the vehicle so that undesired rolling away, for example while the vehicle is parked, is excluded as far as possible can.
  • a brake may be necessary in order to be able to reliably prevent the vehicle from moving or rolling away during loading.
  • Such a brake can also perform an emergency braking function in addition to the usual service brakes of the vehicle, in particular if it closes automatically when the operating pressure drops.
  • the extent of the axle drive can also concentrate along this longitudinal direction and thus usually the direction of the greatest extent of the vehicle.
  • the expansion of the axle drive parallel to the vehicle axle can, however, be minimized so that, for example, the space between two wheels arranged at the ends of the vehicle axle can be kept as free as possible and the axle drive does not impair or limit deflection of the wheels.
  • the input section of the drive shaft which is seen to receive drive power, can in particular be an end section of the drive shaft, which can be formed, for example, by a flange or connected to a flange in order to be able to connect an electric motor or its motor shaft.
  • the drive shaft can be designed in one piece so that the electric motor can be connected to the drive shaft directly at the input section of the drive shaft, for example via a flange, in order to transmit drive power to the input section and the drive shaft.
  • the drive shaft can comprise several partial shafts, which can be connected to one another in a rotationally fixed manner, for example via plug connections, so that a rotation can be transmitted between the partial shafts without changing the speed.
  • the input section of such multi-part drive shafts is also given by the section to which the electric motor is directly connected or a significant deflection of the drive power flow from a direction parallel to the longitudinal direction of the vehicle, in particular not based on manufacturing tolerances.
  • a motor shaft extending out of an electric motor which is at least substantially coaxially connected within the final drive to a further partial shaft of the drive shaft, can therefore also be seen as a partial shaft of the drive shaft and have its input section.
  • the brake disk of the brake which can be connected to the output shaft in a rotationally fixed manner at the second end, is arranged between the input section of the drive shaft and the input section of the output shaft, the brake disk is highly integrated into the axle drive and the brake disk does not require any relevant enlargement of the final drive along the longitudinal direction.
  • a brake disk with a radius at least approximately corresponding to this offset can also be arranged on the output shaft, with the installation space required by the axle drive in the radial direction with respect to the output shaft for attaching the brake disc additional Lich only corresponds approximately to the simple radius of the brake disc.
  • the brake disc can, for example, be attached directly to the drive shaft or be effectively connected to the output shaft via a bracket and / or brake effectively.
  • the design of the axle drive with two parallel offset shafts makes it possible to use the output shaft in the manner of a countershaft, so that between the output section of the drive shaft and the input section of the output shaft, in particular, a reduction stage can be provided and a rotation of the drive shaft is slowed down or slowed down. translated into slow speed can be transferred to the output shaft.
  • the speed level of the brake disc can be reduced compared to the drive shaft, so that compact and fast-rotating electric motors can be used to provide the drive power without the brake disc being exposed to such fast rotations. Noise formation due to vibrations of the brake disc at high speeds and possible instabilities of the axle drive due to such vibrations can thus be avoided and the acoustic behavior of the brake disc or the axle drive can be improved.
  • the brake can in particular function as a parking brake and be provided to reliably secure the vehicle against rolling away when it is stationary.
  • the brake can, for example, have a brake caliper encompassing the brake disk, which can be designed to hold the brake disk when the vehicle is at a standstill in order to rotate the brake disk, the output shaft connected to it and thus also the vehicle axle coupled to the output shaft via the bevel gear To block.
  • the brake caliper can act on a section of the brake disc that is radially outer with respect to the output shaft in order to apply the greatest possible braking torque or to be able to compensate for the greatest possible torque transmitted to the output shaft via the vehicle axle.
  • the drive shaft is designed to receive drive power from an electric motor directly at the input section, for example via a flange.
  • an indirect transmission can also be provided so that the drive power output by the electric motor can be transmitted to the input section of the drive shaft, for example via gear stages or deflections.
  • the output of the drive power at the output section which can in particular be an end section of the drive shaft, can also take place directly or indirectly on the input section of the drive shaft.
  • one or more spur gear stages can be provided for this purpose between the drive shaft and the output shaft, by means of which, in particular, the offset between the shafts mentioned can also be achieved.
  • such a spur gear stage can be designed in such a way that a rotation of the drive shaft is reduced or translated into slow speed and is transmitted to the output shaft.
  • drive power received by the electric motor at the output section is only partially transmitted to the input section of the output shaft, while a further part of the drive power is transmitted otherwise and, for example, to an optionally provided second drivable vehicle axle.
  • the axle drive disclosed herein is designed in such a way that at the input section of the drive shaft from one The drive power received by the electric motor is at least partially output to the drivable vehicle axle via the bevel gear arranged at the first end of the output shaft.
  • the final drive may further comprise a housing in which the input shaft and the output shaft are received, the output section of the input shaft and the input section of the output shaft being arranged within the housing.
  • the drive shaft and the output shaft can consequently extend partially out of the housing, but in any case the transmission of the drive power from the output section of the drive shaft to the input section of the output shaft takes place within the housing.
  • the bevel gear arranged at the first end of the output shaft can in particular be arranged within the housing.
  • the bevel gear can also extend at least partially out of the housing in order to transmit the drive power to the vehicle axle.
  • the bevel gear can also be arranged completely outside the housing, the output shaft then extending out of the housing with its first end.
  • the output shaft can extend with its second end out of the housing, so that the brake disc can be arranged outside the housing.
  • the input section of the drive shaft can also be arranged outside the housing in order to enable an electric motor to be connected.
  • the drive shaft can in principle extend beyond the output section in order, for example, to only partially transmit drive power received at the input section via the output section to the input section of the output shaft and to direct a further part of the drive power out of the housing.
  • the housing can have an integrally formed one-piece th bearing section or be formed by an integrally one-piece formed bearing section, on which bearings for supporting the drive shaft and / or the output shaft are supported.
  • all bearings for mounting the drive shaft and / or the output shaft can be supported on this integrally one-piece bearing section.
  • the bearing points for mounting the The drive shaft and the output shaft are precisely aligned with one another in order to prevent any inaccuracies or imbalances, especially when using high-speed electric motors, and to be able to handle the high speeds.
  • the bearings can in particular be supported directly or directly on the bearing section. However, it can also be provided that at least some of the bearings are supported on a further housing part that can be precisely aligned with the bearing section. Such bearings are also supported at least indirectly on the integrally formed one-piece bearing section, so that with precise alignment of the further housing part with the bearing section, the exact positioning of these bearings can also be ensured.
  • these bearings are supported on the integrally one-piece bearing section, preferably in a radial direction with respect to the axis of rotation of the respectively supported shaft.
  • the further housing part, via which the indirect support takes place, is thus arranged in the area of the axial extent of the bearing radially between the respective bearing and the integrally formed one-piece bearing section.
  • a flange section for connecting an electric motor to an outer diameter is centered in an opening of the bearing section in which the drive shaft is arranged, and is precisely aligned with the bearing section by means of a suitable fit or tolerance selection.
  • the bearings of the drive shaft can be at least partially supported on the bearing section via this flange section, which is exactly aligned with the bearing section, so that the bearings supported directly on the flange section and indirectly on the bearing section are still exactly in alignment with one another or with others directly on the bearing section supported bearings of the drive shaft can be arranged.
  • an interior of the housing defines a common oil space for the drive shaft and the output shaft.
  • a common oil space makes it possible to provide the largest possible radiating surface for waste heat, which is generated within the housing by the drive shaft, in particular when connected to a rapidly rotating electric motor.
  • a reduction stage in particular can be provided between the drive shaft and the drive shaft, so that the drive shaft is slowed down relative to the drive shaft and correspondingly less Heat development rotates.
  • lubrication, in particular the bearings of the shafts can be achieved without a pump through such a common oil space, in that the lubrication takes place, for example, via a gear drive and a scraper in a reservoir.
  • the axle drive can be designed such that the common oil space communicates with an axle space, in particular designed as the interior of an axle housing or an axle space housing section, into which the bevel wheel protrudes at least.
  • the oil chamber can consequently extend beyond the axle drive in order to be able to achieve a further improved dissipation of waste heat.
  • means for lubrication can be arranged on or in the axle space without taking up additional installation space within the axle drive.
  • the brake disc can be arranged outside of the housing.
  • the brake disc can be arranged completely outside the housing and thus also outside the named oil chamber, so that the brake can be designed to be completely dry.
  • the output shaft can extend with its second end out of the housing, so that the brake disk connected to the output shaft in a rotationally fixed manner at the second end can be arranged outside the housing.
  • This can, in particular, also enable the brake disk to be assembled or disassembled, for example to replace a worn brake disk, without the housing having to be opened and an interior of the housing having to be accessed.
  • the design of the brake with a dry-running brake disc makes it possible to achieve the highest possible efficiency and, in particular, greater efficiency than a wet-running multi-disc brake.
  • the housing extends around the brake disc in such a way that it axially surrounds a peripheral region of the brake disc on both sides.
  • the housing can have a flange section for connecting an electric motor, which axially covers the named circumferential area of the brake disc at least on one side, while the circumferential area on the axially opposite side can be covered, for example, by the named bearing section.
  • a flange section which is required anyway for connecting an electric motor, can be attached only slightly axially offset in order to create a circumferential section of a flat formed brake disc in the resulting free space in the axial direction with respect to the output shaft and to be able to optimally utilize the space between the drive shaft and the output shaft in the radial direction.
  • a receiving recess for the brake disk can be formed on the housing, which has two side sections which point radially outward with respect to the drive shaft and are axially connected to one another radially inward, the named circumferential area of the brake disk being arranged between the side sections.
  • the receiving recess can in particular be formed by respective outer sides or outer surfaces of the housing, so that the receiving recess does not extend into an interior of the housing and thus the brake disc does not extend into such an interior, but despite the arrangement between the side portions of the receiving recess is arranged completely outside of the housing.
  • the side sections formed by the housing can furthermore be designed in a straight line, while it is also possible for at least one of the side sections to have a non-straight line and, for example, a stepped structure.
  • the distance between the side section and the brake disc in the axial direction with respect to the output shaft can consequently change along a radial direction with respect to the output shaft le.
  • the receiving recess can thus be formed approximately U-shaped, wherein the radially outwardly extending side sections do not necessarily form straight legs of such an approximately U-shaped receiving recess. While the receiving recess can be opened radially on the outside, for example to enable the brake disc to be inserted into the receiving recess, the receiving recess is closed radially on the inside by the axial connection of the side sections to one another.
  • the receiving recess can be formed at least partially by a flange portion of the housing provided for fastening the electromotor to the housing.
  • a flange section can form one of the named side sections and can be separately or separately from the named integrally formed one-piece bearing section.
  • the side section not formed by the flange section can for example be formed by the bearing section.
  • the brake can comprise a brake caliper, which can be fastened, in particular in a floating manner, to an outside of the housing.
  • the attachment to an outside of the housing can in particular enable a simple and quick installation of the brake on the axle drive, which then, for example, can be connected or built into an axle housing as a complete unit for transmitting drive power to the vehicle axle.
  • the axle drive can be designed so that the brake disc can be removed without dismantling or opening the housing by first detaching the brake caliper from the housing and then removing it radially with respect to the output shaft from the housing and the brake disc from the second end the output shaft is released and then removed radially with respect to the output shaft from the receiving recess.
  • the brake disc can be removed, for example, to replace a worn brake disc without loosening fasteners or flange sections of the housing or removing the housing from an axle housing to which the axle drive can be connected in the assembled state.
  • the brake caliper can be attached to an outside of the housing.
  • the brake caliper in the assembled state of the axle drive, can be arranged vertically below, so that the brake caliper can be easily accessed and removed radially from the housing with respect to the output shaft.
  • the brake caliper can be arranged perpendicularly below the output shaft.
  • the brake caliper can also be attached laterally and rotated by up to 90 °, preferably by up to 45 °, in comparison to an arrangement that is perpendicular with respect to the output shaft.
  • the brake caliper can encompass a radially outer section of the brake disc and multiple ways to be accessible from the outside in order to be removed in the radial direction with respect to the output shaft can. While the brake caliper in the assembled state can block the recess radially outward with respect to the drive shaft or with respect to the output shaft, the brake disc can be accessible after such a simple removal of the brake caliper and, if necessary after a slight axial Ver set within the recess, radially with respect the drive shaft or vertically downwards from the receiving recess. In the same way, a brake disc that has been exchanged, for example, can then first be connected again to the drive shaft, whereupon the brake caliper can be fastened again to the housing.
  • the distance between the side sections of the receiving recess is dimensioned such that the brake disc is completely removable from the drive shaft or a holder of the output shaft in the axial direction with respect to the drive shaft.
  • Such a distance between the side sections can consequently make it possible, for example, to remove fastening means with which the brake disk is fastened to a holder of the output shaft or the output shaft itself for rotationally fixed connection to the output shaft, in order to drive the brake disk in the axial direction from the output shaft or its holder solve and then be able to remove freely in the radial direction from the Aufnah meverianaung.
  • This can in particular allow a simple and quick assembly and disassembly of the brake disc in the case of a completely built-in axle drive connected, for example, to an axle housing of a vehicle.
  • the output section of the drive shaft and the input section of the output shaft can be coupled in terms of drive to one another via at least one spur gear stage.
  • the spur gear stage can be arranged within a housing of the axle drive.
  • Such a spur gear stage can enable the most compact and direct transmission of drive power from the drive shaft to the output shaft possible, with a suitable choice of the gears of the spur gear stage in particular a reduction or translation into the slow speed of the drive shaft to the output shaft.
  • the assembly opening for the axial insertion of the output shaft can be designed with the smallest possible and possibly slightly larger diameter than the diameter of the output shaft in order to position the output shaft as precisely as possible in the To be able to arrange and store the interior of the housing and in particular an integrally one-piece bearing section.
  • the gearwheel of the output shaft with a relatively larger radial extent can, however, be inserted from the radial direction, in particular before the insertion of the output shaft, through the insert opening into an interior of the housing.
  • the cover can thus be protected radially on the inside by the other parts of the housing, in particular a bearing section, and accordingly not exposed, so that the cover can be protected from external influences and possible damage while driving, which is particularly the case with an underneath in the assembled state Orientation of the insert opening is important.
  • the invention also relates, independently of an axle drive with a brake, in particular with a parking brake, to an axle drive for a vehicle with at least one drivable vehicle axis oriented transversely to a longitudinal direction of the vehicle, including a drive shaft that extends parallel to the longitudinal direction and is designed to receive drive power from a motor, in particular an electric motor, at an input section and output it at an output section, and an output shaft that is offset to the drive shaft parallel to the longitudinal direction between a first end and an opposite second end and is designed to receive drive power from the output section of the drive shaft at an input section and to output it to the vehicle axle at a bevel gear arranged at the first end, the drive shaft and the output shaft drivingly with one another via a spur gear stage
  • the axle drive has a housing with a mounting opening through which the output shaft can be axially inserted into an interior of the housing, and the housing has an insertion opening through which a gearwheel of the spur gear stage can be connected in a rotationally fixed manner to the output shaft the output shaft
  • the axle drive can furthermore comprise a differential for distributing at least a respective part of the drive power to two half-shafts of the vehicle axle, wherein the ring gear can be coupled to the differential in a rotationally test manner.
  • Output shafts of the differential can be connected to a respective half-shaft of the vehicle axle, for example via a flange, or correspond to the half-shafts.
  • the differential can be arranged in a housing section which is comprised of a housing of the axle drive or can be connected to such a housing.
  • Such a differential can also be used to distribute the drive power proportionally to the half-waves and related wheels, for example to enable faster turning of an outside wheel while driving through a curve.
  • FIG. 2A and 2B a schematic illustration of an embodiment of the axle drive and a schematic illustration of such an axle drive in connection with a vehicle axle driven by the axle drive
  • FIGS. 2A and 3B a schematic illustration of a further embodiment of the axle drive and a schematic illustration of two such axle drives, each in connection with a respective half-shaft of a vehicle axle that is individually driven by the respective axle drive.
  • the figures each show an axle drive 11 for driving a vehicle axle 13 aligned transversely to a longitudinal direction L of a vehicle, not shown is coupled to the longitudinal direction L and offset to the drive shaft 19 extending output shaft 27 (see. Fig. 1 and the schematic representations in particular of FIGS. 2A and 3A).
  • a bevel gear 35 is also arranged, which meshes with a ring gear 87 in order to transmit drive power to the vehicle axle 13 and thereby deflect it.
  • the ring gear 87 can be non-rotatably connected to a half shaft 15 or 17 of the vehicle axle 13 in order to transfer the drive power directly to the respective half shaft 15 or 17, or the ring gear 87 can be rotatably coupled to a differential cage 91 of a differential 89, by means of which the drive power transmitted to the ring gear 87 can be distributed proportionally to the two half-shafts 15 and 17.
  • the drive shaft 19 and the output shaft 27 are, at least partially, arranged within a Ge housing 41, in particular the output section 25 of the drive shaft 19 and the input section 33 of the output shaft 27 and, accordingly, the spur gear stage 69 are arranged in an interior 49 of the housing 41 (see Fig. 1).
  • the housing 41 has an integrally one-piece bearing section 43 which is manufactured as a single cohesive component and on which bearings 45, 46 and 47 for the drive shaft 19 and the output shaft 27 are supported.
  • the respective bearings 45 and 46 of the drive shaft 19 or the bearings 47 of the output shaft 27 can be precisely aligned with one another in order to avoid the high caused by a high-speed electric motor 23 to handle generated speeds in particular of the drive shaft 19 and to be able to use such compact electric motors 23.
  • the interior 49 of the housing 41 forms a common oil chamber 51, so that the bearings 45, 46 and 47 can be lubricated without a pump on the one hand and on the other hand a larger area for dissipating waste heat generated by the rapidly rotating drive shaft 19 is available can. Waste heat generated by the drive shaft 19 can thus also be dissipated in a region of the output shaft 27 which, due to its slowed rotation, generates a smaller amount of waste heat.
  • this common oil chamber 51 can communicate with an axle chamber 117 via the first end 29 of the output shaft 27, on which the bevel gear 35 is arranged, into which the bevel gear 35 protrudes.
  • the housing 41 has a mounting opening 75 formed on the bearing section 43, through which the output shaft 27 can be replaced from the axial direction into the interior of the housing 41.
  • the housing 41 has an insert opening 77 on a lower side in the assembled state of the axle drive 11 through which the gear 73 can be inserted radially with respect to the output shaft 27 into the interior 49 of the housing 41.
  • the assembly opening 75 and the insert opening 77 which can be closed by the cover 79, thus enable simple and convenient assembly of the axle drive 11, whereby an extremely compact design of the axle drive 11 can be achieved by inserting the output shaft 27 and the gear 73 on both sides.
  • By displacing the cover 79 radially inward, a possible weakening of the housing 41 through the insert opening 77 arranged on its underside or a cover 79 positioned otherwise and exposed can be reliably prevented.
  • a brake disk 39 of a brake 37 is non-rotatably connected to the output shaft 27 via a holder 67. Due to the seal 111, the brake disk 39 runs completely dry, so that the brake 37 is designed as a dry brake.
  • the brake 37 also has a brake caliper 65, which is mounted in a floating manner on an outer side of the housing 41 by being screwed to the housing 41 parallel to the longitudinal direction L.
  • the brake caliper 65 is arranged on a lower side of the housing 41 in a mounted state of the axle drive 11 so that the brake caliper 65 can be easily removed in the radial direction with respect to the output shaft 27 after loosening the screw connection in order to gain access to enable the brake disc 39.
  • the brake 37 functions as a parking brake and is provided to reliably secure the vehicle from rolling away when the brake caliper 65 engages the brake disc 39 when the vehicle is at a standstill.
  • the brake 37 also serves to provide an emergency braking function.
  • the brake caliper 65 can be actively disengaged from the brake disk 39 while driving, whereby it is designed to automatically come into engagement with the brake disk 39 and brake the vehicle in the event of failure or a disturbance of the pressure required for this.
  • a high degree of integration of the brake 37 or of its brake disk 39 in the axle drive can be achieved through the receiving recess 57.
  • the nested design of the Ge housing 41 makes it possible to arrange the circumferential area 55 of the brake disc 39 in a section of the axle drive 11, which is anyway due to the spur gear stage 69 and the flange section 63 a certain expansion of the axle drive 11 in the radial direction with respect to the drive shaft 19 or the output shaft 27 requires.
  • the formation of the axle drive 11 with the brake 37 or the brake disc 39 only requires a minimum additional le Expansion of the axle drive 11 from at most about a radius of the brake disk 39 in the radial direction.
  • this radial installation space is already taken up by the gear 73 of the output shaft 27, so that the design of the axle drive 11 with the brake disc 39 essentially does not result in any additional expansion of the axle drive 11 in the radial direction.
  • the axle drive 11 can be equipped with a parking brake function and / or emergency braking function in an extremely space-saving manner.
  • the distance between the side sections 59 and 61 in the axial direction can be dimensioned such that the brake disk 39 can be completely detached from the holder 67 in the axial direction.
  • the brake caliper 65 can consequently first be released from the housing 41 and removed in the radial direction.
  • the fastening means 113 with which the brake disk 39 is fastened to the holder 76 can then also be loosened and removed, whereupon the brake disk 39 is removed in the axial direction from the holder 76 or the output shaft 27 and removed in the radial direction from the receiving recess 57 can be.
  • the axle drive 11 is consequently designed in such a way that the brake disc 39 can be removed without dismantling or opening the housing 41 or without removing individual housing parts.
  • the brake disk 39 also rotates due to the reduction of the speed from the drive shaft 19 to the output shaft 27 taking place at the spur gear stage 69 while the vehicle is traveling at a speed that is lower than that of the drive element 19.
  • This reduced speed can in particular prevent strong vibrations of the brake disc 39 from forming, so that noise or possible instabilities of the axle drive 11 when using fast-rotating electric motors 23 to drive the drive shaft 19 can be avoided.
  • FIGS. 2A and 2B show schematically an embodiment of the axle drive 11 and its connection to an axle housing 53.
  • An electric motor 23 is connected to the flange section 63, which outputs drive power to the input section 21 of the drive shaft 19, which outputs the drive power to the output section 25 transmits to the input section 33 of the output shaft 27.
  • the drive shaft 19 and the drive shaft 27 are connected to one another via the spur gear stage 69, with the gear wheels 71 and 73 reducing the speed of the drive shaft 19 to the drive shaft 27 from.
  • the outside of the Ge housing 41 of the final drive 11 is arranged in the receiving recess 57 formed by the housing 41, which is part of the brake 37.
  • the housing 41 of the axle drive 11 is connectable to the axle housing 53, the axle drive 11 in particular being preassembled and then being used as a complete unit in the axle housing 53.
  • the vehicle axle 13 is designed as an outer planetary axle 107 and has respective planetary gears 97 at the ends of the half-shafts 15 and 17, by means of which the speed of the half-shafts 15 and 17 is reduced or transmitted to a respective wheel hub 95 for driving a wheel will.
  • the reduction takes place in that the half-shafts 15 and 17 are non-rotatably connected to a respective sun gear 101, which is surrounded by several planet gears 103.
  • a ring gear 99 which is arranged concentrically to the sun gear 101 and surrounds it is held in a rotationally fixed manner, while the planet gears 103 rotate about axes which are mounted on a web 105 rotating around the sun gear 101.
  • the web 105 is non-rotatably connected to the wheel hub 95 so that it rotates at the speed of the web 105, which is reduced in comparison to the sun gear 101 or a respective one of the half-shafts 13 and 15.
  • Such outer planetary axles 107 can also be provided, in particular when using rapidly rotating electric motors 23, for further reducing the speed and increasing the torque.
  • a ring gear 87 is provided, which meshes with a bevel gear 35 arranged at a second end of an output shaft 27 and is non-rotatably connected to at least one half-shaft 15 or 17.
  • the ring gear 87 can be connected non-rotatably to both half-shafts 15 and 17 in order to drive the entire vehicle axle 13 directly.
  • a separate axle drive 11 with a separate electric motor 23 for driving the half-shafts 15 and 17 for each half-shaft 15, 17.
  • Each of the half-shafts 15 and 17 is non-rotatably connected to a ring gear 87, so that the electric motors 23 can drive the half-shafts 15 and 17 individually or independently of one another.
  • a drive power can be proportionally transferred to the two half-waves 15 and 17, depending on the situation, For example, to enable faster turning of an outside wheel when driving through a curve.
  • the vehicle axle 13 is provided as an outer planetary axle 107 with respective planetary gears 97 acting as reduction gears for transmitting the rotation to the wheels.
  • the axle drive 11 disclosed herein can be provided for driving vehicle axles 13 of any kind.
  • the axle drive 11 disclosed here consequently enables an extremely compact design with a high level of integration of a brake 37, in particular a parking brake, and its brake disk 39 in the axle drive 11. Furthermore, it enables the speed of the drive shaft 19 to be slowed down to the output shaft 27 and thus non-rotatably connected brake disc 39 the use of fast-rotating and compact electric motors 23 without the rapid rotations leading to strong vibrations of the brake disc 39, which may damage the axle drive 11 and can result in strong noise.
  • the design of the axle drive 11 with a housing 41, which has an integrally formed one-piece bearing section 43, can also enable an exact alignment of the bearings 45, 46 and 47 of the drive shaft 19 and the output shaft 27 to handle the high speeds of a fast rotating Electric motor 23 to be able to handle.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Gear Transmission (AREA)
  • Arrangement Of Transmissions (AREA)

Abstract

L'invention se rapporte à un entraînement d'essieu pour un véhicule, comprenant au moins un essieu de véhicule pouvant être entraîné, orienté transversalement à une direction longitudinale du véhicule, ledit entraînement d'essieu comprenant : un arbre d'entraînement qui s'étend parallèlement à la direction longitudinale et qui est conçu pour recevoir une puissance d'entraînement en provenance d'un moteur électrique au niveau d'une partie d'entrée et pour délivrer en sortie une puissance d'entraînement au niveau d'une partie de sortie ; un arbre de sortie qui s'étend parallèlement à l'arbre d'entraînement et qui est conçu pour recevoir une puissance d'entraînement en provenance de la partie de sortie de l'arbre d'entraînement au niveau d'une partie d'entrée et pour délivrer en sortie une puissance d'entraînement à l'essieu de véhicule par le biais d'un engrenage conique situé au niveau d'une première extrémité de l'arbre de sortie ; et un frein, en particulier un frein de stationnement, comprenant un disque de frein qui est situé au niveau d'une seconde extrémité de l'arbre de sortie et entre la partie d'entrée de l'arbre d'entraînement et la partie d'entrée de l'arbre de sortie par rapport à la direction longitudinale.
PCT/EP2021/057622 2020-04-01 2021-03-24 Entraînement d'essieu WO2021197973A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
CN202180025695.7A CN115397684A (zh) 2020-04-01 2021-03-24 轴驱动装置
US17/915,150 US20230113055A1 (en) 2020-04-01 2021-03-24 Axle drive
EP21716611.5A EP4103419A1 (fr) 2020-04-01 2021-03-24 Entraînement d'essieu

Applications Claiming Priority (2)

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DE102020109116.8A DE102020109116B3 (de) 2020-04-01 2020-04-01 Achsantrieb
DE102020109116.8 2020-04-01

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WO2021197973A1 true WO2021197973A1 (fr) 2021-10-07

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EP (1) EP4103419A1 (fr)
CN (1) CN115397684A (fr)
DE (1) DE102020109116B3 (fr)
WO (1) WO2021197973A1 (fr)

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US11840205B2 (en) * 2022-04-05 2023-12-12 Arvinmeritor Technology, Llc Axle assembly having a differential brake
DE102022204204A1 (de) * 2022-04-29 2023-11-02 Robert Bosch Gesellschaft mit beschränkter Haftung E-Achsenmodul eines Elektrofahrzeugs
US11712955B1 (en) 2022-08-18 2023-08-01 Dana Belgium N.V. Multi-speed electric axle and electric axle shifting strategy

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US20230113055A1 (en) 2023-04-13
EP4103419A1 (fr) 2022-12-21
DE102020109116B3 (de) 2021-09-23
CN115397684A (zh) 2022-11-25

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